Locomotive provided with air-cooled condenser



Jan. 1, 1924 F. LJUNGSTROM LOCOMOTIVE PROVIDED WITH AIR COOLED CONDENSER Filed Aug. 21 1922 horizontal direction.

Patented Jan. l, 1924-.

outrun sraritfi imam EREDRIK LJUNGSTROM, LIDINGO-BREVIK, SWEDEN, ASSIGNOR TO AKTIEEOLAGET LJUNGSTROMS ANGTUBIBIN, OF STOCKHOLM, SWEDEN, A CORPORATION.

LOCOMOTIVE PROVIDED 'W 1TH AIR-,COOLED CONDENSER.

Application filed. August 21, 192a Serial no. 583,455.

T 0 all whom it may concern.

Be it known that I, FREDRIK LJUNG- s'rRoM, chief engineer, a subject of the King of Sweden, residing at Lidingo-Brevik, Sweden, have invented certain new and useful Improvements in Locomotives Provided with Air-Cooled Condensers, of which the following is a specification.

In locomotives provided with condensers it has always proved difficult to arrange advantageously the different aggregates of the locomotive in relation to one another. The limited load gauge restricts the available space in the vertical as well as in the Nevertheless it has been proposed to locate the condenser in the form of air-cooled elements or pipes about the steam boiler beneath or above the same.

v combine a condenser of this type with a steam accumulator operating under vacuum. In locomotives where the condenser is placed on a separate carriage it has proved difficult to construct pipe connections between the carriages adapted to be articulated in a suitable manner. A locomotive of this type has substantially only one running direction, since the boiler carriage must pass in front of the condenser carriage, and on account thereof the whole locomotive aggregate has to be turned round at the termini, which, particularly in case of small locomotives for district trains, shifting and the like is inconvenient and causes unnecessary loss of time. s

Certainly it has been previously known to place in a locomotive the steam boiler, the driving engine and the condenser on the same carriage, but in such case the condenser has been a surface condenser, and on account thereof it has been necessary to provide a cooling stack located on a separate carriage. Therefore the locomotive cannot in this case be considered to consist of one carriage only. Furthermore in the known construction of locomotive described above the driving engine is located on the fore part of the carriage,. and owing thereto it is diliicult to provide leading wheels for the driving wheels which is of importance for obtaining the desired wheel pressure.

nent steam accumulators operating under vacuum, the driving engine being located between the steam boiler of the locomotive and the condenser. The invention consists in the fact that the steam boiler, the driving engine and the condenser together with the steam accumulator are placed on the same carriage.

' According to the invention the driving engine is more accessible from the drivers cab and a less number of operating parts is required for the same, more uniform conditions of weight being besides obtained. By locating the turbine as close as possible to the air-cooled condenser the necessary pipings are reduced. The location of the driving engine according to the invention makes it also possible to place the driving wheels between wheels which are not driven, the locomotive thus obtaining leading wheels when running forwards as well as when running backwards.

The accompanying drawing illustrates diagrammatically an embodiment of the invention.

Fig. 1 is in part a side view of the same and Fig. 2 a section through the drivers cab on the line A-A. in Fig. 1.

Referring to the drawing, 1 designates the boiler of the locomotive, 2 the driving aggregate, 3 the air-cooled condenser and l the steam accumulator operating under vacuum. The drivers cab 5 is located between the steam boiler l and the condenser 3 near the driving aggregate 2. In the embodiment shown the latter consists of a steam turbine having mechanical transmission of power to the driving wheels 6 and 7, the said aggregate being located in a separate compartment between the drivers cab 5 and the condensing device 3 and 4. In order to allow passage to and from the compartment occupied by the driving engine doors are provided through the wall of the drivers cab. The air-cooled condenser 8 co-operates with the steam accumulator 4 in the same manner as described in my United States Patent No. 1330081. 8 designates a fan forcing the cooling air through the air-cooled condenser 3. Said fan 8 is preferably actuated by a separate turbine 9 by the aid of a mechanical power transmitting mechanism l0.

In addition the locomotive shown is provided with known devices according as the same are fit for the embodiment in question. Thus for instance, 11 denotes an air-preheater of known type into which the waste gases passing from the furnace and the air supplied to the same are eonduot'ed'at either side by tubes. The coupling rodsv between the two driving wheels 6 "and 7 are in known manner surrounded by boxes 12 col.- fecting oil. Obviously other embodiments may be conceived without surpassing the scope of the invention.

What I claim as new and desire to secure by Letters Patent of the United States is 1. In a locomotive provided with an aircooled condenser and a pertinent steam acm la or Ope a ing under v uum and with the driving engine located between the steam boiler and the condenser of the locomotive, an arrangement, characterized by the steam boiler, the driving engine and the condenser together with the steam accumulator being placed on the same carriage, the drivers cab being located between the steam boiler and the accumulator.

'2. Aaarran ement' according to claim 1, characterized by doors being provided in the rear wall of the drivers cab and allowing passage to and from the compartment oceupiedby the drivingenginef In testimony whereof I afiix my signature in presence of two witnesses.

FREDRIK LJUNGSTRGM. Witnesses: BER L ND TR LK- 

